Coil stop for rail road coil car

ABSTRACT

A coil car has a pair of deep side sills and a trough structure mounted to, and suspended between, the deep side sills for carrying coils. The side sills extend between the rail car trucks and act as a pair of deep side beams for carrying vertical loads. The deep side sills are arranged to extend above and below the center sill of the coil car to give vertical stiffness to the coil car. The top chord members of the side sills are outwardly splayed relative to the bottom chord members of the side sills. Cross-bearers extend outwardly and away from the center sill to attach to the side sills. The trough structure has three parallel, longitudinally extending troughs—a central trough lying between two laterally outboard outer troughs. Each trough is shaped to cradle steel coils, or other similar loads, between its inwardly and downwardly sloping shoulder plates. The shoulder plates are lined with cushioning to buffer coils during loading or travel. The outboard troughs are mounted above longitudinally extending stringers and are carried at a greater height relative to top of rail than the central trough. The car has coil stops to discourage longitudinal shifting of loaded coils. The coil stops have rollers to facilitate repositioning during loading, and a mid-span step and hand grabs to facilitate climbing over the coil stop by personnel walking along the trough structure.

This application is a divisional of U.S. patent application Ser. No.09/738,128 filed Dec. 15, 2000, now issued as U.S. Pat. No. 6,579,048 ofJun. 17, 2003, which application is hereby incorporated by reference.

FIELD OF INVENTION

This invention relates to the field of railroad cars having multipletroughs for transporting heavy cylindrical objects such as, for example,coils of rolled sheet metal.

BACKGROUND OF THE INVENTION

Railroad coil cars are used to transport coiled materials, mosttypically coils of steel sheet. Coils can be carried with their coilingaxes of rotation (that is, the axes of rotation about which the coilsare wound) oriented longitudinally, that is, parallel to the rollingdirection of the car. The coils are generally carried in a trough, ortroughs, mounted on a railcar underframe. The troughs are generallyV-shaped and have inwardly inclined surfaces that support the coil. Thetroughs are typically lined with wood decking to provide cushioning forthe coils. When a coil sits in a trough, the circumference of the coilis tangent to the V at two points such that the coil is prevented fromrolling.

A coil car may have single, double or triple longitudinally extendingtroughs. The use of multiple troughs allows any single car to carryeither a load of large coils in the center trough or a load ofrelatively smaller diameter coils, or coils of various diameters suchthat lading more closely approaches maximum car capacity during a higherpercentage of car operation. Additionally, some coil cars have beenprovided with trough assemblies that can be shifted to permit conversionbetween different trough modes. An example of a coil car that can beconverted from a single to a double trough mode can be found in U.S.Pat. No. 3,291,072, issued to Cunningham on Dec. 13, 1966. Similarly,conversion of a coil car from a single or triple trough arrangement to adouble trough mode is shown in U.S. Pat. No. 4,451,188, issued to Smithet al., on May 29, 1984. The general object is to provide versatilitysuch that overall car utilisation is improved. Hence, the car is moreeconomically attractive to a user.

Historically, coil cars have been constructed on a flat car underframehaving a through-center-sill, that is, a main center sill that runs fromone end of the rail car to the other. In this type of car the centersill serves as the main structural member of the car and functions asthe primary load path of the car both for longitudinal buff and draftloads from coupler to coupler, and for carrying the vertical loadbending moment between the trucks. The trough structure, or bunk, ismounted on the flat car deck. In such a car the cross-bearers carryloads into the main center sill. The side sills tend to be relativelysmall, and serve to tie the outboard ends of the cross-bearers together.Conventionally, the center sill is box-shaped in cross-section. That is,it is rectangular and has a constant depth of section. The top andbottom flanges of the main center sill tend to be very heavy in suchcars, since they are relied upon to carry the vertical bending load.

Alternatively, another way to construct a coil car having a tripletrough arrangement employs a central trough supported by a main centersill and an array of laterally extending cross-bearers and cross-tiesthat are angled upward and outward in a V-shape. At their distal end thecross-bearers and cross-ties meet, and are tied together by, relativelysmall side sills in a manner generally similar to a flat car. A centraltrough extends longitudinally above the center sill with side troughslying outboard of the central trough. The side troughs are formed usingslanted decking and are mounted above the cross-bearers at about thesame height as the central trough relative to top of rail. In thisarrangement the center sill is still relied upon to carry the greatmajority of the bending load.

Coil cars can also be fabricated as integrated structures. One way to dothis is to employ a deep center sill, elevated side sills, andsubstantial cross-bearers mounted in a V between the center sill andsubstantial, load bearing side sills. The cross bearers and troughsheets carry shear between the side sills and the center sill. In thisway the structural skeleton of the car acts in the manner of a deepV-shaped channel with flanges at each toe, namely the side sills, and atthe point of the V, namely the center sill. In this arrangement, undervertical bending loads, the side sills are in compression, and the mainsill is in tension.

In the cases of either a V-shaped integrated structure, or even atraditional flat car based structure, it may be beneficial to employ a“fish belly” center sill. A fish belly center sill is a center sill thatis relatively shallow over the trucks, and has a much deeper centralportions in the longitudinal span between the trucks. It is advantageousto have a deeper section at mid-span where the bending moment due tovertical loads may tend to be greatest.

Another way to achieve a greater depth of effective section in anintegrated structure, so that a higher sectional second moment of areais obtained, is to employ deep side sills, in a manner akin to a wellcar. The deep side sills act as longitudinal beams. A longitudinalcradle, namely the trough structure, is hung between the side sills. Inthis kind of car, the main longitudinal structural members are the sidesills which carry the great majority of the bending load. The cradleitself may have a center sill to tie the cross-bearers together atmid-span between the side sills. A center sill of modest proportions issufficient for this purpose. The side sills carry the load back to mainbolsters, and then into the draft gear mounted longitudinally outboardof each truck.

Where deep side sills are used, the minimum height of the bottom chordof the side sill is determined by the underframe portion of the designenvelope prescribed by the AAR, such as for AAR plate B, plate C, orsuch other plate as may be applicable. At lower heights, the allowablewidth of the car diminishes, so the overall width of the car measuredover the side sill bottom chords needs to be relatively narrow assectional depth increases. Conversely, to accommodate the largestpossible load width, it may tend to be desirable for the top chords ofthe side sills to be spread as far as possible within the allowable carwidth of 10′-8″. Thus it may be beneficial to locate the bottom chordcloser to the car centerline than the top chord.

It may be desirable to be able to carry steel coils in a side-by-sidearrangement. If three troughs are provided, it is advantageous for thecenter trough to be carried at a different height, relative to top ofrail (TOR), than the outboard, or side, troughs. This may be beneficialfor at least several reasons.

First, the total width of lading that can be carried by a coil car atone time is limited by the allowable car width envelope. If threeidentically sized coils are mounted such that the axes of the coils arecarried at the same height relative to top of rail, then the sum of thediameters of the coils, plus the necessary clearance between coils, islimited by the maximum allowable coil car lading width. However, if thecoiling axis of rotation of one coil is higher than an adjacent coil ofequal or lesser diameter, then it may be possible to carry the coils ina partially encroaching, or overlapping, arrangement. That is, a greatersum of diameters may be accommodated than would otherwise be possiblewithin the nominal maximum loading width. As a result, lading caninclude a combination of larger coils than might otherwise be possible,thus tending to improve car capacity utilisation.

Second, it is desirable that the point of maximum width of the load becarried at a height that is greater than the height of the uppermostextremity of the top chord members of the side sills. Once again, theadvantage of this is that, generally, this will allow the verticalprojection of the outboard coil to encroach more closely to the inneredge of the top chord, and so permit a larger coil to be carried in theoutboard trough. This condition may be reached when the car is carryingtwo coils in excess of 40 inches in diameter side by side, with thecentral trough either empty, or carrying a relatively small coil, suchas a coil of rather less than 30 inches in diameter. Since the secondmoment of area of the primary load bearing structure varies stronglywith the depth of section, it is better for the side sill top chord tobe carried at a relatively high level. Since the height of the top chordis related to the height of the outboard trough, an increase inelevation of the outboard trough by even a few inches is advantageous.

Third, in terms of car versatility, it is advantageous to be able tocarry a variety of loads, whether a single very large coil in thecentral trough, two medium sized coils side-by-side in the outsidetroughs, or three somewhat smaller coils in each of three troughs. Ingeneral, the larger the central trough, the smaller the outboardtroughs. If the outboard troughs are raised relative to the centraltrough, the overall trough capacity, and hence car versatility, will beincreased. That is, a car with a central trough capable of accommodatinga 74 inch coil, may only be able to accommodate 36 inch coils in theoutboard troughs when the central trough is empty if the troughs are allcarried at the same height. However, if the outboard troughs are carriedat a higher level, then it may be possible to carry outboard coils ofgreater diameter, such as 44 or 48 inches, when the central trough isempty.

Reference is made herein to troughs being carried at the same, ordifferent, heights relative to top of rail, commonly on an assumption oftroughs of generally similar geometry. For the purposes of thisdescription, each of the troughs has planar sloped side sheets. Theplanes of the opposed side sheets meet at some line of intersectionparallel to the longitudinal center line of the car, the line ofintersection lying at some height below the flat bottom of the valley ofthe trough. In structural terms, the difference in the height at whichone trough is carried relative to another trough can be taken bycomparison of the heights of the flat bottoms of the valley, since thebottom height may tend to be defined by the upper flange of alongitudinally extending structural member.

Reference can also be made to the height at which the centerlines ofcoils of the same size would lie for the various troughs. This is not afunction of the height of the bottom of the valley, but rather of theheight of the line of intersection of the planes of the slope sheets(assuming them to be planar), and the angle of the slope sheets. Oncethe angle of slope has been chosen, the difference in height of the flatbottom of the valley relative to the line of intersection of the planesis determined by the minimum diameter of coil to be carried, which will,with allowance for clearance, fix the width of the flat bottom. Fortroughs having the same angle of slope and the same bottom height, anarrow bottom will force a coil to be carried relatively higher than awide bottom. Similarly, for bottoms of the same height and width, asteep slope will force a coil to be carried higher than a shallow slope.

The slope of the trough is an important design parameter. Whether forsingle or multiple trough cars, it is generally desirable that a coilnot be able to escape from the trough during cornering. One standard isthat a coil should not escape under a 0.45 g lateral load as a conditionfor general interchange service. This implies a trough slope of about24.2 degrees measured from the horizontal. At least one rail roadcompany has indicated that a slope of 23 degrees is acceptable for itspurposes. It is also desirable for the troughs to have some allowancefor lateral tilting or swaying of the cars during lateral loading, suchas 2 or 3 degrees. This implies a desirable trough angle of about 27degrees, (namely, 24 plus 3). Trough width is a function of the chordlength between the points of tangency of the largest coil to be carriedto the opposed trough sheets. Consequently, as the trough slope angledecreases, the trough width decreases. Similarly, as slope angleincreases, the trough becomes wider. However, as noted above, the sum ofthe widths of the troughs is limited by the plate B envelope, less thewidths of the side sills and a clearance dimension between the sidesills and the coils, and between adjacent coils.

For trough width maximisation, it is advantageous for the side sills tobe carried close to the design envelope lateral boundaries. Forinterchangeable service, the lateral boundaries are defined by AAR plateB, with a width of 128 inches. In the past, coil cars have carriedwalkways outboard of the side sills of the trough cradles. It isadvantageous not to have walkways that would extend beyond the plate Blimit. One inventor has suggested using folding walkways that can bemoved to a retracted position within the side sills. It would beadvantageous to employ fixed walkways that do not require movingmechanisms.

Another rail road requirement has been for a restraining device, calleda coil stop, to prevent longitudinal displacement of the coils duringoperation. Typically, a coil stop is a transversely oriented beam, ormovable bulkhead, located in position across the trough after a coil hasbeen loaded. The coil stop extends between the side sills and can bemoved to a location near to a seated coil. The coil stop is thenreleasably, or removably anchored, typically with pins that locate inperforated strips mounted to the side sills. Shims are then insertedbetween the coil stop and the coil to give a snug fit. One designcriterion suggests that the restraining device bear upon the coil at aheight that is at least as high as the horizontal chord that subtends anarc of 108 degrees of the largest coil the trough is capable ofcarrying.

It is possible to use a coil stop bar retaining strip that extendinglaterally inboard of the side sill. However, it is generally desirableto trim the coil stop engagement strip back to increase the capacity ofthe outboard troughs. To this end, alternative embodiments of coil stopare described. In one embodiment, a horizontal pin is used to engage astrip mounted to a side web of the top chord of the side sill. Inanother embodiment vertical pins of the coil stop engage perforations ina horizontal strip placed within the vertical profile of the top chord.

Since coil stops are relatively heavy, it would be advantageous toprovide a coil stop that is designed to be moved more easily from placeto place along the troughs of the car. It would be advantageous toemploy rollers, or a slider, for this purpose. Ease of adjustment canalso be enhanced by reducing the weight of the coil stop, such as byremoving material from the horizontal coil stop web.

When outboard troughs are used, as in a triple trough arrangement, it isadvantageous for a longitudinal stringer to tie adjacent cross-bearerstogether along the spine, or groin, of the outboard troughs. Where thecross-bearer has a web and an upper flange defining the slope of thetrough sheets, the stringer, such as a hollow section, can be located ina relief formed in the cross-bearer web. The bottom of the trough soformed may also provide a walkway space. When the bottom of the troughis used as a walkway, it may be advantageous for the coil stop to beprovided with climbing means, such as a step, or stile, and handgrabs.

SUMMARY OF THE INVENTION

In an aspect of the invention there is a railroad coil car having alength and a width. The coil car has a pair of first and second endstructures each mountable upon a rail car truck. The coil car has a pairof side sills extending between the end structures. There is a troughstructure for carrying coils mounted between the side sills. Each of theside sills has a top chord, a bottom chord and intermediate structurejoining the top and bottom chords. The coil car has a greater widthmeasured across the top chords of the side sills than across the bottomchords of the side sills.

In another aspect of the invention, there is a railroad coil car havinga length and a width. The coil car has a pair of first and second endstructures each mounted upon a rail car truck. A pair of side sillsextend between the end structures. A trough structure is mounted betweenthe side sills. The trough structure includes at least twolongitudinally extending parallel troughs. The side sills each havefirst and second end portions and a medial portion located between thefirst and second end portions. The medial portion has a greater depth ofsection than the end portions.

In another aspect of the invention, there is a coil car having a walkwaymounted within the trough structure to facilitate movement of personnelalong the car, whether for adjusting the coil stops or for cleaning andmaintaining the car. That is to say, in that aspect of the inventionthere is a rail road coil car. It has a trough structure supported forcarriage by rail car trucks for travel in a longitudinal rollingdirection. The trough structure has a walkway mounted therewithin.

In a further feature of that aspect of the invention, the troughstructure includes a first trough. The first trough is longitudinallyoriented, and the walkway is oriented longitudinally within the firsttrough. In another feature, the first trough has a pair of first andsecond slope sheets defining opposed flanks of the first trough. Thefirst trough has a valley bottom between the flanks, and the walkwayextending along the valley bottom. In an additional feature, treadplates are mounted along the walkway. In another feature, the rail roadcoil car has a longitudinal structural member defining the valleybottom. In still another feature, the longitudinal structural member isa longitudinal center sill.

In a further feature, the rail road coil car includes a center sill andcross bearers extending laterally from the center sill. Thecross-bearers support the trough structure. The longitudinal structuralmember is a stringer mounted to the cross bearers. The longitudinalstringer lies laterally outboard to one side of the center sill. Inanother feature, the stringer is a first stringer, and the rail road carincludes a second trough parallel to the first trough. The second troughhas a second valley bottom lying over a second longitudinal stringermounted to the cross bearers along the second valley bottom. In anotheradditional feature the first and second stringers are locatedsymmetrically to either side of the center sill. In still anotherfeature, a third trough is mounted over the center sill parallel to thefirst and second troughs.

In a further feature, the trough structure includes a second troughextending parallel to the first trough, the second trough having thirdand fourth slope sheets defining opposed flanks of the second trough,the second trough having a valley bottom between the flanks thereof, andthe second trough having a second walkway extending along the valleybottom thereof. In another feature, the rail road car has first andsecond side sills bounding the trough structure, and the walkway islocated within the trough structure at a location between the sidesills.

In another feature, the rail road coil car has structure defining acover interface to which a coil car cover can be mounted, the interfacedefining a boundary to a region of the coil car sheltered when a coveris mounted to the cover interface, and the walkway lies within theboundary. In an additional feature, the rail road coil car includes arail car body, the trough structure is part of the rail car body, andthe rail road coil car includes a cover for sheltering coils carried inthe trough structure, the cover being movable to permit loading of thecoil car, the cover having a footprint mating with the rail car body,and the walkway falls within the footprint of the cover. In thatadditional feature, the rail car body includes first and second sidesills extending longitudinally along opposite sides of the troughstructure, and the cover seats on the side sills. In a furtheradditional feature, the side sills each have a top chord, and the coverseats on the top chords of the side sills.

In another feature, the coil car has at least one movable coil stopmounted thereto, the coil stop being co-operable with the troughstructure to accommodate coils of different thickness in the troughstructure. In an additional feature, the walkway provides access to thecoil stop. In another additional feature, the coil stop is mountedtransversely relative to the walkway.

In a further additional feature of the invention, the coil car fallswithin a design envelope width limit of 128 inches. The trough structureincludes first, second and third troughs, the first second and thirdtroughs being parallel and extending in the longitudinal direction.First and second side sills extend longitudinally along opposite sidesof the trough structure. The side sills include respective first andsecond top chord members. At least a portion of each of the respectivefirst and second top chord members lies within 2 inches of the designenvelope width limit.

In another aspect of the invention, there is a coil stop for a rail roadcoil car. The coil car has a trough structure in which to carry coils.The coil stop has a beam member for spanning the trough structure. Thebeam member has a first end, a second end, and a medial portionextending between the first and second ends. The coil stop has a stepmounted on the beam member between the first and second ends tofacilitate climbing over the coil stop.

In an additional feature of that aspect of the invention, the stepincludes a tread plate mounted upon the beam. In another feature, thestep is mounted centrally on the beam. In a further feature, a hand grabis mounted to the beam adjacent to the step. In an alternative feature,a pair of first and second hand grabs is mounted to either side of thestep.

In still another additional feature, the beam includes a horizontal web,and the step is mounted to the horizontal web. In an additional feature,the horizontal web has lightening holes defined therein. In anotherfeature, at least one of the first and second ends has an indexingmember mounted thereto for engagement with the coil car. In stillanother feature the coil stop includes rollers mounted at the first andsecond ends therefor for facilitating positioning of the coil stop inthe trough structure of the rail car.

In another aspect of the invention there is a coil stop for a rail roadcoil car. The coil car has a trough structure in which to carry coils.The coil stop includes a beam member for spanning the trough structure.The beam member has a first end, a second end, and a medial portionextending between the first and second ends. The coil stop has rollersmounted at the first and second ends to facilitate positioning of thecoil stop relative to the trough structure. In a further feature, thecoil stop has indexing members mounted at the first and second ends ofthe beam member. The indexing members are engageable to maintain thecoil stop in a fixed position relative to the trough structure. In anadditional feature, the coil stop has attachment means mounted at thefirst and second ends of the beam by which to secure the coil stop in afixed position relative to the trough structure.

In a further aspect of the invention, there is a rail road coil carhaving a rail car body supported by rail car trucks for rolling motionin a longitudinal direction. The rail car body including a troughstructure for carrying coils, and at least one coil stop for restrainingcoils loaded in the trough structure. The coil stop is movable along thetrough structure. A trackway is mounted to the body for guiding the coilstop along the trough structure. The coil stop has fittings engaged withthe trackway. The fittings and the trackway are co-operable to permitmotion of the coil stop along the trough structure.

In an additional feature of that aspect of the invention, the troughstructure includes a first longitudinally oriented trough. The rail carbody includes first and second side sills extending along the troughstructure, and the trackway is mounted to the side sills. In a furtheradditional feature, the trackway includes a first portion mounted to thefirst side sill and a second portion mounted to the second side sill,and the coil stop has a beam member spanning the trough. The beam memberhas a first end mounted to the first side sill and a second end mountedto the second side sill.

In another additional feature, the coil stop includes a beam member forspanning the trough structure. The beam member has a first end, a secondend, and a medial portion extending between the first and second ends.The coil stop has a step mounted on the beam member between the firstand second ends, whereby persons walking along the trough structure canmore easily climb over the coil stop.

In an additional feature of that additional feature, the step includes atread plate mounted upon the beam. The step is mounted centrally on thebeam, and a hand grab is mounted to the beam adjacent to the step.Alternatively, a pair of first and second hand grabs is mounted toeither side of the step. In an additional feature, the hand grab is anupwardly extending hand rung.

In another feature, the coil stop includes a beam member for spanningthe trough structure, the beam member having a first end, a second end,and a medial portion extending between the first and second ends. Thebody has at least a first indexing fitting mounted thereto. At least oneof the first and second ends has a second indexing member mountedthereto. The second indexing member is co-operable with the firstindexing member to maintain the coil stop in a fixed position relativeto the trough structure. In still another feature, the coil stopincludes rollers mounted at the first and second ends therefor forfacilitating positioning of the coil stop in the trough structure of therail car.

In another aspect of the invention, there is a coil stop for a coil carhaving a trough structure in which to carry coils. The coil stopincludes a beam member for spanning the trough structure. The beammember has a first end, a second end, and a medial portion extendingbetween the first and second ends. The coil stop has a hand grab mountedon the beam member between the first and second ends, whereby tofacilitate climbing over the coil stop by persons walking along thetrough structure.

DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention and to show moreclearly how it may be carried into effect, reference will now be made tothe exemplary embodiments illustrated in the accompanying drawings,which show the apparatus according to the present invention and inwhich:

FIG. 1 a is a top view of one half of a coil car according to thepresent invention;

FIG. 1 b is a top view of the coil car of FIG. 1 a with decking removedto show the structural skeleton of the coil car;

FIG. 2 is a side view of half of the coil car of FIG. 1 a;

FIG. 3 a is a cross-sectional view of the coil car of FIG. 1 a atmid-span with the one side sill and one set of deck cushions removed;

FIG. 3 b is a staggered sectional view taken on ‘3 b—3 b’ of the coilcar of FIG. 1 a;

FIG. 4 is a top view of an alternate triple trough coil car to the coilcar of FIG. 1 a;

FIG. 5 a is a cross-sectional view of the coil car of FIG. 4 atmid-span, showing a triple trough arrangement having cross-bearers witha stepped lower flange;

FIG. 5 b shows the cross-section of FIG. 5 a with coils of variousloading configurations shown thereon;

FIG. 5 c shows a top view of a coil stop of the coil car of FIG. 5 b;

FIG. 6 a shows an alternate mid-span coil car cross-section to that ofFIG. 5 a having a cross-bearer with a horizontal bottom flange;

FIG. 6 b shows a further alternate mid-span coil car cross-section tothat of FIG. 5 a, having a cross-bearer with an inclined bottom flange;

FIG. 6 c shows a still further alternate cross-section to that of FIG. 5a;

FIG. 7 a shows an isometric view of an alternative embodiment of coilcar to that of FIG. 1;

FIG. 7 b shows a mid-span cross-sectional view of the coil car of FIG. 7a;

FIG. 7 c shows an enlarged cross-sectional detail of a top chord of aside sill of the coil car of FIG. 7 a;

FIG. 7 d shows an isometric detail of the engagement of the coil stopbeam with the top chord of the coil car of FIG. 7 a;

FIG. 8 a shows a partial side view of an alternate coil car to the coilcar of FIG. 1 a;

FIG. 8 b shows a mid span cross-section of the coil car of FIG. 8 a;

FIG. 8 c shows a staggered cross-section of the coil car of FIG. 8 btaken on a section corresponding to staggered section ‘3 b—3 b’ of thecoil car of FIG. 1 a.

DETAILED DESCRIPTION OF THE INVENTION

The description that follows, and the embodiments described therein, areprovided by way of illustration of an example, or examples of particularembodiments of the principles of the present invention. These examplesare provided for the purposes of explanation, and not of limitation, ofthose principles and of the invention. In the description that follows,like parts are marked throughout the specification and the drawings withthe same respective reference numerals. The drawings are not necessarilyto scale and in some instances proportions may have been exaggerated inorder more clearly to depict certain features of the invention.

In terms of general orientation and directional nomenclature, for eachof the rail road cars described herein, the longitudinal direction isdefined as being coincident with the rolling direction of the car, orcar unit, when located on tangent (that is, straight) track. In the caseof a car having a center sill, whether a through center sill or stubsill, the longitudinal direction is parallel to the center sill, andparallel to the side sills, if any. Unless otherwise noted, vertical, orupward and downward, are terms that use top of rail TOR as a datum. Theterm lateral, or laterally outboard, refers to a distance or orientationrelative to the longitudinal centerline of the railroad car, or carunit, indicated as CL-Rail Car. The term “longitudinally inboard”, or“longitudinally outboard” is a distance taken relative to a mid-spanlateral section of the car, or car unit.

FIGS. 1 a, 1 b, 2, 3 a and 3 b

By way of general overview, an example of a coil car is indicated inFIGS. 1 a, 1 b, 2, 3 a, and 3 b, generally as 20. For the purposes ofconceptual explanation of the embodiments illustrated in the variousFigures, the major structural elements of coil car 20 (and of thealternate embodiments described herein), are both symmetrical about thelongitudinal centerline of the car (as designated by axis CL) andsymmetrical about the mid-span transverse section of the car, indicatedas TS.

As shown in FIGS. 1 a, 1 b and 2, coil car 20 has a longitudinal rollingdirection, on straight track, parallel to the longitudinal centerlineCL. Coil car 20 includes a pair of end structures 22 and 24. Endstructures 22 and 24 are mounted on a pair of spaced apart rail cartrucks 26 and 28, respectively. Side sills 34 and 36 extend between endstructures 22 and 24 and form the main longitudinal structural elementsof coil car 20 for resisting vertical loads. An array of cross-members32 extends outwardly and away from center sill 30 to attach to sidesills 34 and 36. A trough structure for carrying coils, generallyindicated as 38, is mounted to, and suspended between, side sills 34 and36.

As shown in FIG. 3 a, trough structure 38 has three parallel,longitudinally extending cradles or troughs—a central trough 40 lyingbetween two laterally outboard outer troughs 42 and 44. Each trough isshaped to cradle steel coils, or other similar, generally cylindricalcoiled loads, between its inwardly and downwardly sloping shoulders,namely sloped plates 46 and 47, 48 and 49, 50 and 51, respectively. Moregenerally, in each of the embodiments described herein each pair ofopposed sloped plates defines the flanks of a valley, or trough, forcradling coils, and each of the valleys has a flat valley bottom, asdescribed below. Each valley is centered over a longitudinally extendingstructural member, whether a center sill or a stringer spaced laterallyoutboard of the center sill, as described below, with the upper face ofthe longitudinal structural member also defining the valley bottom.Sloped plates 46 and 47, 48 and 49, 50 and 51 are lined with cushioningin the nature of wood decking 52 that acts as a cushion to buffer coilsduring loading or travel. This geometry defines longitudinally orientedtroughs, that is, troughs in which the winding axis of the coils will beparallel to the longitudinal, or rolling, direction of the rail car.Load stabilising partitions in the nature of end bulkheads 54 andmoveable bulkheads, namely coil stops (not shown), discouragelongitudinal sliding of coils loaded in troughs 40, 42 and 44.

Describing now the arrangement of troughs 40, 42 and 44 within troughstructure 38, outer troughs 42 and 44 are arranged on either side ofcentral trough 40. Central trough 40 lies directly above center sill 30.When arranged in this fashion, a portion of the upper flange 60 ofcenter sill 30 forms the bottom of the valley of central trough 40.Central trough 40 is carried lower relative to TOR than outer troughs 42and 44 as indicated in FIG. 3 a by dimension 6. Outer troughs 42 and 44are mounted above stringers 114 and 116 respectively and are carried atthe same height as each other relative to TOR. Having outer troughs 42and 44 carried at a different height than central trough 40, may tend tofacilitate placement of the coils in a position to tend to encroach uponor to marginally overlap each other to some extent such that a greaterwidth of coils can be accommodated in a somewhat narrower width of coilcar than might otherwise be the case.

Troughs 40, 42 and 44 can accommodate various sizes of coils, asillustrated by the outlines of coils A, B, C, D in FIG. 3 b. When coilsare not carried in outer troughs 42 and 44, central trough 40 can carrya coil having a maximum diameter of 74 inches as indicated by coil ‘A’.The largest diameter of coil that can be accommodated by outer troughs42 and 44, as illustrated when central trough 40 is not loaded, is 40inches as indicated by coils ‘B’. Coils C and D illustrate ladingconditions for all three troughs at once.

In greater detail, center sill 30 includes upper flange 60, a pair ofparallel vertical webs 62 and 64 and a lower flange 66, all arranged ina rectangular box-shaped form in which the outboard margins of upperflange 60 and lower flange 66 extend past webs 62 and 64, as shown inFIG. 3 a. Center sill 30 is of substantially constant cross-section inthe medial span between trucks 26 and 28. Internal gussets 68 are weldedinside center sill 30 to provide web continuity at each cross-bearerlocation.

The array of cross-members 32 extends between side sill 34 (or 36, asthe case may be) and center sill 30. Array 32 includes bolsters 72 andcross-bearers 74. Bolsters 72 are located amidst end structures 22 and24, above railcar trucks 26 and 28. Cross-bearers 74 are spaced apartone from another at successive longitudinal stations along center sill30 between end structures 22 and 24. As shown in FIG. 3 a, each ofcross-bearers 74 has a web 76, an upper flange 78 and a lower flange 80.Upper flange 78 is carried at the level of upper flange 60 of maincenter sill 30, and is welded at its proximal, or inboard, edge thereto.Similarly, lower flange 80 is carried horizontally at the level of, andhas its inboard edge welded to, lower flange 66. Web 76 extends from web64 of center sill 30 beyond the outboard, or distal, ends of upper andlower flanges 78 and 80 to form a substantial tongue, or tab 82 suitablefor welding in a lap joint to web stiffeners of the structure of sidesills 34 and 36, as shown in FIG. 3 a.

In terms of major structural elements (that is, excluding handrails,brake line fittings, and ancillary items), coil car 20 is symmetricalabout center sill 30, such that the structure of side sills 34 and 36 isthe same. Consequently, a description of one will also serve to describethe other. Referring to FIG. 3 a, side sill 36 has an upper flangeassembly 86, a lower flange assembly 88, and an intermediate structure90 in the nature of a web, or webbing 92.

Examining each of these in turn, upper flange assembly 86 has a topchord member 94 in the nature of a hollow rectangular steel tube 96,upon which pin locating plate 98 is mounted. Plate 98 has an inwardlyextending perforated strip or tongue 100, the perforations having aconstant pitch, and being of a size and shape suitable for engagement bythe locating pins of moveable bulkheads or cross-beams, namely the coilstops (not shown), used for providing longitudinal restraint of thecoiled materials once loaded. Also located intermittently along a morelaterally outboard region of plate 98 are eyes 102 for locating acowling or cover (not shown) to protect coils loaded on coil car 20 fromexposure to rain or snow. Lower flange assembly 88 includes a bottomchord member 104 in the nature of a hollow rectangular steel tube 106.

Webbing 92 extends between, and connects upper flange assembly 86 andlower flange assembly 88. Webbing 92 includes an upwardly and outwardlyinclined steel web in the nature of a side panel sheet 108. Sheet 108 isreinforced at the longitudinal station of each successive cross-bearerby a web stiffener, or brace, in the nature of a section of channel 110.Channel 110 extends between tubes 96 and 106 along the inner face ofsheet 108. Channel 110 is a C-channel having its back facing inward andits toes welded to sheet 108. Channel 110 provides an attachment sitefor tab 82 of cross-bearer 74 to allow mounting of cross-bearers 74 toside sills 34 and 36. Specifically, the sides, or legs, of channel 110,each lie in a vertical plane perpendicular to the longitudinalcenterline of car 20. As such one side of channel 110 is aligned withthe web of each successive cross-bearer 74 and thereby provides a lapsurface to which respective tabs 82 of each cross bearer 74 are weldedin a lap joint. Sheet 108 has an upper strip, or margin, that is bent toprovide an overlapping band welded at a lap joint to the outer face ofrectangular steel tube 96. Similarly, the lower margin, or band, ofsheet 108 overlaps, and is welded in a lap joint to, the outer face ofthe bottom chord member, namely tube 106.

A gusset 112 provides vertical web continuity at the longitudinalstation of the web of each cross-bearer 74 to that portion of channel110 extending to a height lower than horizontal lower flange 80. Gusset112 extends downward to meet the uppermost side of the bottom chordmember, namely tube 106, gusset 112 being smoothly radiused on its mostinboard edge to tend to reduce the stress concentration that mightotherwise develop at the juncture between cross-bearer 74 and side sill34, or 36 as may be.

Longitudinal structural elements, in the nature of stringers 114 and116, noted above, are mounted upon cross bearers 74 at a medial locationalong upper flange 78 somewhat more than half way from the carcenterline CL to the distal, or outboard, extremity of cross bearer 74.Each stringer 114 and 116 spans the length of coil car 20 and is mountedto cross-bearers 74 intermediate center sill 30 and each side sill 34and 36. Stringers 114 and 116 are secured by welding to trough structure38 and top flange 78 of cross-bearers 74. Stringers 114 and 116 functionto bridge the gap, or space, between adjacent cross-bearers and so totie cross-bearers 74 together in their midst, (i.e., at a transverselymid-span location lying between center sill 30 and side sill 34 or 36 asthe case may be), and also provide the backbone of side troughs 42 and44. Each of stringers 114 and 116 has a hollow, closed section made byemploying an upwardly opening channel 118 and welding a cover or closureplate 119 across its toes. Sloped outboard and inboard side plates 46and 47 (or 51 and 50), respectively, extend on an upward slope away fromclosure plate 119, the junctures of plates 46 and 47 (or 51 and 50) withclosure plate 119 occurring above the respective toes of channel 118. Atits outboard edge, sloped side plates 46 and 51 are each welded in a lapjoint to the inboard face of tube 96 of top chord assembly 94.

Vertical web continuity is provided by a web plate, or outboard web 124located in the same plane as web 76 of cross bearer 74. Gusset 124 has alower edge welded to upper flange 78 of cross bearer 74, and extendsupwardly therefrom to connect to a sloped flange 125 that lies againstthe underside of sloped side plate 46. An inboard toe of gusset 124abuts the outboard upwardly extending leg of channel 114, (or 116) andan outboard edge of gusset 124 is welded in a lap joint to one of thelegs of channel 110 of intermediate structure 90. Web stiffeners 126 arewelded to both the fore and aft faces of gusset 124. Web stiffeners 126extend between sloped flange 125 and flange 78, perpendicular to slopedflange 125, from a location under the mid-point of cushioning decking52, to discourage buckling of gusset 124.

An inboard web 128 is also located at the longitudinal station of theplane of the web of cross member 74 and has a first, lower, edgeabutting flange 78, an outboard toe abutting the inboard upturned leg ofchannel 118, a first upper inclined edge abutting sloped flange 127directly below shoulder plate 50 (or 47) of outer trough 44 (or 42), anda second upper inclined edge abutting sloped flange 129 directly belowshoulder plate 49 (or 48) of trough 40. Flanges 127 and 129 can befabricated from a single piece of flat bar bent to form the vertexbetween trough 40 and trough 42 (or 44). Web stiffeners 130 are providedto extend from inclined flange 129 to flange 78, web stiffeners 130running perpendicular to shoulder plate 49 (or 48) from a point in themidst of decking 52. Further web stiffeners 132 run perpendicularly fromflange 78 to the vertex formed at the intersection of shoulder plates 49and 50. Further gussets 134, 136, and 138 are located between, and runvertically perpendicular to, flanges 78 and 80 at locations directlybeneath web stiffeners 132 and the toes of channel 118.

Side sills 34 and 36 have an inclined orientation with respect to thevertical, as noted above. That is, webbing 92 is inclined at an angle ηfrom the vertical such that the width W₁ measured across respective topchords 88 of side sills 34 and 36 is greater than the width W₂ measuredacross respective bottom chord members 104 of side sill 34 and 36. (Forthe purposes of illustration (W₁/2) and (W₂/2) have been shown asmeasured from the centreline CL). Bottom chord members 104 are locatedat a height relative to TOR that is lower than the lower flange 66 ofcenter sill 30. It is advantageous for the top chords of the side sillsto be widely spread to tend to increase the trough width, and hence themaximum coil diameters that can be carried within the AAR plate B widthlimit. At the same time, increasing the depth of section to increase thesecond moment of area, and hence resistance to flexure under verticalloading, may tend to encourage use of bottom chords that are steppedlaterally inward relative to the top chords, as shown, to fall withinthe inwardly sloping underframe limit such as is permitted under AARplate “B” or plate “C” envelope shown in dashed lines and indicated as“UF”.

Although different angles could be used for the slopes of the sides ofcentral trough 40 and side troughs 42 and 44, in the embodimentillustrated in FIG. 3 a they are the same. Their angle, (that is, theangle of sloped sheets 46, 47, 48, 49, 50 and 51) when measured from thehorizontal, is greater than 20 degrees, and in general lies in the rangeof 23 to 29 degrees. It is preferable that the angle be greater than24.22 degrees, (at which L/V=0.45) and less than 28 degrees, and it ismost preferred that the angle be 27 degrees or thereabout.

Side sills 34 and 36 have a maximum depth of section at mid-span 70 toprovide resistance against the bending moment induced by the loadscarried by coil car 20. Considering the side view of FIG. 2, moving awayfrom the mid-span 70, the portion of side sill 34 having the greatestdepth of section ends at a point designated as “X” in FIG. 2. At point“X” bottom chord member 104 is obliquely truncated and welded to adoglegged upswept fender, or flange 140. Upswept flange 140 follows thelower edge of sheet 108 as it narrows in a transition portion 142 fromthe deep, mid-span or medial portion 144 to the narrow, or shallow, endstructure portion 146, the upswept flange 140 reaching a sufficientheight to clear trucks 26 and 28, as the case may be.

FIGS. 4, 5 a and 5 b

Referring to FIGS. 4, 5 a and 5 b, in another embodiment a coil car isgenerally indicated as 200. Coil car 200 is generally similar to coilcar 20. It has a center sill 202, a pair of side sills 204 and 206 andcross-bearers 208 for tying side sills 204 and 206 to center sill 202.The arrangement of center sill 202, cross-bearers 208 and side sills 204and 206 support a trough structure 210. Trough structure 210 has threeparallel, longitudinally extending troughs 212, 214 and 216. Each troughis shaped to cradle steel coils, or other similar loads, between itsinwardly and downwardly sloping opposed flanks, or shoulders plates 218and 220, 222 and 224, 226 and 228, respectively.

Center sill 202 is similar to center sill 30 of coil car 20. It includesan upper flange 230, a pair of parallel vertical webs 232 and 234 and alower flange 236, all arranged in a rectangular box-shaped form in whichthe outboard margins of upper flange 230 and lower flange 236 extendpast webs 232 and 234.

Each cross-bearer 208 has an upper flange 240, a lower flange 242 and aweb 244. Unlike upper flange 78 of coil car 20, upper flange 240 iscarried above the level of upper flange 230 of center sill 202, and liesagainst the underside of trough structure 210. As upper flange 240extends from side sill 204 and 206, it slopes downwardly and upwardly,as the case may be, to match the orientation of shoulder plates 218,220, 222, 224, 226 and 228. Web 244 extends between lower flange 242 andtrough structure 210. At its outboard end or tip, web 244 is welded tothe structure of side sills 204 and 206 in a lap joint. As above, theupper flanges of the center sill and longitudinal stringers form thebottom of the valley of the respective troughs.

Lower flange 242 is a stepped lower flange carried at a level higherthan the lower flange 236 of center sill 202. At its inboard edge, lowerflange 242 has an inboard portion 247 welded to lower flange 236.Inboard portion 247 extends on an upward slope outboard and away fromlower flange 236 to join a horizontal transition portion 248. In turn,transition portion 248 joins an upwardly sloped portion 249 that extendstoward side sill 206 or 208, as the case may be. The sloped portion 249of lower flange 236 has been trimmed short of side sill 204 or 206. Theupward slope of inboard portion 247 provides a larger space, indicatedgenerally as ‘B’ in which to locate a brake line. This is advantageous,since it is not then necessary to punch a hole through web 244 for thebrake line, saving fabrication and installation costs, and avoiding astress concentration in web 244.

Each side sill 204, 206 has an upper flange assembly 250, a lower flangeassembly 252, and an intermediate structure 254 in the nature of webbing256. Upper flange assembly 250 has a top chord member 258 in the natureof a hollow generally rectangular steel tube 260. Steel tube 260 is aformed section having a lower portion on a dog leg bend to match theangle of inclination e_(r) of webbing 256. Unlike top chord 94 of coilcar 20, top chord 258 is not provided with an inwardly extending platesuch as plate 98 for locating the pins of the moveable bulkheads (notshown), thus tending to permit trough structure 210 to accommodate coilsof a larger diameter within the limits of AAR plate B than wouldotherwise be the case. Rather a perforated formed channel, or strip, 259is mounted along the face of the inner web of top chord 258, theperforations serving as sockets for receiving, and retaining, the lugsof a coil stop 280 described below. An angle iron 261 is welded alongthe inboard face of the inboard web of top chord member 258, to bear theweight of the coil stop. That is, the coil stop can slide along angleiron 261 and be locked in place by seating removable pins in strip 259as described below. The arrangement of lower flange assembly 252 andwebbing 256 is generally similar to that described earlier in respect oflower flange assembly 88 and webbing 92 of coil car 20.

Longitudinal structural elements in the nature of stringers 262 and 264are mounted upon cross bearers 208 at a medial location along web 244somewhat more than half way from the car centerline CL to the distal, oroutboard, extremity of cross bearer 208. Stringers 262 and 264 seat inpockets or recesses 263 and 265 formed in web 244. Stringers 262 and 264function to tie cross-bearers 208 together in their midst, i.e., at amid-span location, and also provide the backbone of side troughs 214 and216. Each stringer 262, 264 has a hollow, rectangular steel section inthe nature of a tube 266. Respective sloped side plates 224 or 226 and222 or 228 each have a lip welded to the respective inboard and outboarduppermost corners of tube 266 and extend on an upward slope awaytherefrom. At its outboard edge, sloped side plate 222 (or 228) has abent lip welded in a lap joint to the inboard face of tube 260 of topchord assembly 258. The undersides of sloped side plates 224 (or 226)and 222 (or 228) are welded to the undulating upper flange 240 ofcross-bearer 208.

Tread plates, generally indicated as 272, are mounted to the top surfaceof tube 266 intermediate attachment sites 274 where wood decking 52 isfastened to trough structure 210, as best shown in FIG. 4. Thearrangement of tread plates 272 in this way does not interfere with wooddecking 52 mounted within outer troughs 214 and 216. Similarly, treadplates 272 are generally sufficiently thin so that when coils are loadedin outer troughs 214 and 216, the coils do not touch tread plates 272thereby tending to avoid damage by tread plates 272. Tread plates 272provide a no-skid roughened surface to the walkways defined in thevalley bottoms and tend to permit railway personnel to secure a coilduring loading of coil car 200. The walkways so defined are fixed inposition relative to the trough structure, and do not require specialmechanisms for deployment or retraction.

Web stiffeners 276 run perpendicular to lower flange 242 to intersectthe vertex formed at the intersection of shoulder plates 224 and 218,and 220 and 226. Further gussets 268 and 270 are located between, andrun vertically perpendicular to lower flange 242 and the lowermostcorners of tube 266.

The arrangement of troughs 212, 214 and 216 is generally similar to thatof troughs 40, 42 and 44 of coil car 20. Outer troughs 214 and 216 arearranged on either side of central trough 212. Central trough 212 liesdirectly above center sill 202 and is carried lower relative to TOR thanouter troughs 214 and 216. Each outer trough 214 and 216 is mountedabove stringers 262 and 264 and carried at the same height relative toTOR as the other.

Troughs 212, 214 and 216 can accommodate various sizes of coils, asillustrated by the outlines of coils shown in FIG. 5 b. When coils arenot carried in outer troughs 214 and 216, central trough 212 can carry acoil having a maximum diameter of 84 inches. The largest diameter ofcoil that can be accommodated by outer troughs 214 and 216, when centraltrough 212 is not loaded, is 48 inches.

As noted above in the context of coil car 20 of FIGS. 1 a, 1 b, 2, 3 aand 3 b, troughs 212, 214 and 216 of FIGS. 4, 5 a and 5 b have slopeangles, indicated in FIG. 5 b as θ₁, θ₂ and θ₃. In general, these anglesneed not be the same, although it is convenient, and preferred, that asingle angle be chosen. The range of angles chosen for any of θ₁, θ₂ andθ₃ is greater than 20 degrees. As above, the angles can be chosen in therange of 23 to 29 degrees, preferably being 24.2 or more, and 28 degreesor less, and most preferably being about 27 degrees.

In the embodiment illustrated in FIGS. 5 a and 5 b, in single coil mode,central trough 212 can cradle a coil up to 84 inches in diameter, asindicated in dashed lines as C84. A 74 inch coil is indicated as C74.Similarly, in a two-coil loading configuration, each of the outboardtroughs 214 or 216 can accommodate a coil of up to 48 inches, indicatedas C48. In the triple coil configuration each of the troughs can hold a30 inch coil, indicated as C30. Alternatively a 38 inch diameter coil,indicated as C38, can be accommodated in central tough 214 while two 30inch coils are cradled in outer troughs 212 and 216.

A transversely extending member, or cross beam member, is indicated as275, and spans the trough structure from side sill 206 to side sill 204.As illustrated in FIG. 5 b, member 275 is in a position to restrainlongitudinal motion of coils mounted in any of the three troughs. Asindicated by angle ?, when measured at mid-height (in this case, at thelevel of its horizontal web) cross beam member 275 subtends a portion ofa minor arc of coil C74. In the preferred embodiment ? is greater than108 degrees, typically being about 122 degrees for coil C74 and about112 degrees for coil C84.

The movable cross-beam member 275, namely coil stop 280, is shown inFIGS. 5 b and 5 c. It has the general form of an I-beam set on its sidesuch that flanges 282, 284 of the I-beam stand in vertical planesperpendicular to the longitudinal centerline of car 200, and web 283lies in a horizontal plane between the flanges. Web 283 is perforated,having a number of apertures in the nature of round holes 285 formed init to reduce its weight. An end plate 286 is welded across each end ofthe I-beam, each end plate having through holes for accommodatinglocating releasable retainers in the nature of pins 288. Each pair oflocating pins is joined by a lanyard 290. Lanyard 290 is preferably acable but could also be a wire, cable, chain or strap. In use, pins 288extend through plate 286 to seat in a pair of apertures, or sockets, instrip 259, thus preventing coil stop 280 from shifting in thefore-and-aft (i.e., longitudinal) direction relative to the troughs.When so engaged, a locking member 292 pivots on a pin to bear against ashoulder of pins 288, thus preventing them from disengaging from strip259. In use, locking member 292 is held in place by a laterally inwardretainer 294 that prevents the handle of locking member 292 from movinglaterally inboard. To release pins 288, the handle of locking member 292is pivoted upwards, such that locking member 292 no longer blocks theretraction of the shoulders of pins 288. Pulling on lanyard 290 thenreleases pins 292, permitting coil stop 280 to be moved to a differentlocation. A slider 296 is mounted under each of end plates 286 and bearsupon angle iron 261. It is advantageous for slider 296 to have a slidingbearing surface, such as a nylon or high molecular weight polymer pad orfacing.

FIGS. 6 a, 6 b and 6 c

FIG. 6 a shows an alternative embodiment of coil car to that of FIGS. 4,5 a and 5 b, indicated generally as 300. Coil car 300 differs from coilcar 200 in that, rather than having upwardly stepped cross bearers suchas cross bearers 208, coil car 300 has cross bearers 302 having ahorizontal lower flange 304 carried flush with the bottom flange ofcenter sill 306. Cross bearer 302 has a correspondingly deeper web 308,and gussets 310, 312 and 314. A further radiused gusset 318 lies in theplane of web 308 and extends between lower flange 304 and bottom chord316. Coil car 300 has trough structure 210 as described above andemploys coil stop 280, and related fittings, also as described above.

FIG. 6 b shows another alternative embodiment of coil car to that ofFIGS. 4, 5 a and 5 b, indicated generally as 320. Coil car 320 differsfrom coil car 200 in having cross bearers 322 having a lower flange 325that extends in an inclined plane upward and outward from center sill324. Corresponding changes are made in the size of web 326 of crossbearer 322, and in gussets 328, 330, 332 and 334.

In the alternative embodiment shown in FIG. 6 c, a coil car 340 can beconstructed without a center sill between rail car trucks 26 and 28.That is, stub sills can be employed at either end of the coil car bodywith no main sill between deep side sills 342 and 344. Coil car 340 hastransverse structural members in the nature of cross-bearers 346 thatextend as continuous beams between a pair of deep side sills 342 and344. Gussets 352 and 354 are built up in the manner of gussets 124 and128 noted above, to support upper flanges 356, 357 and 358, that aresimilar to items 125, 127 and 129, noted above. The general stringer,trough sheet and cushion structure is also similar to that of car 20.The upper flange 360 of cross bearer 346 is supported at the juncturewith flanges 358 by gussets 362. Cross-bearer 346 has a continuousbottom flange 364.

FIGS. 7 a, 7 b, 7 c and 7 d

FIG. 7 a is an isometric view of a preferred embodiment of coil car,indicated generally as 400. It has first and second end sections 402,404, carried over spaced apart rail car trucks 406, 408. Side sills 410,412 extend between end sections 402 and 404. A modest center sill 414extends from end to end of coil car 400 along the longitudinalcenterline, and terminates at draft pockets with draft gear and couplersin the manner of rail road cars generally. Main bolsters extendlaterally outboard from center sill 414 at the truck centers to meetside sills 410 and 412. An array of cross bearers 418 is spaced alongcar 400, and is slung between side sills 410 and 412, and center sill414 generally as described above in the context of car 200.

A trough structure, generally indicated as 420, is mounted above, andsupported by, cross bearers 418 and between side sills 410 and 412. Thatis, side sills 410 and 412 extend longitudinally along the outboardedges of, and define bounds of, trough structure 420. As in the otherembodiments, side sills 410 and 412 lie at, or just within, that is,within two inches of, the AAR Plate B width limits. Trough structure 420includes a central trough 422, and left and right hand laterallyoutboard troughs 424 and 426, having the same structure and geometry astroughs 212, 214 and 216 of coil car 200, described above. Each oftroughs 422, 424, and 426 has a walkway 421, 423, 425 with tread plates428 located at the base, or groin, that is, the valley bottom, of theparticular trough. Movable coil stops, each indicated as 430, aremounted between side sills 410 and 412 as more fully described below.Each coil stop has a stile, or step, 431 with a roughened tread plate432 and hand grabs 433 to aid personnel in walking along the valley ofcentral trough 422. Although six coil stops are illustrated, this isrepresentative of any reasonable number of coil stops more generally,such as may be appropriate for anticipated loading conditions, andoverall maximum car weight when loaded. Coil car 400 has a removablecover, indicated generally in FIG. 7 b as 405, and cover guides 407mounted at the corners of the car on the end bulkheads to aid inlocating cover 405 in place.

Coil car 400 differs from coil car 200 in a number of respects. First,as shown in FIG. 7 b, lower flange 434 of cross bearer 418 has anupwardly angled portion 435 adjoining the lower flange 436 of centersill 414, and a flat portion 437 extending from portion 435 to a distaltip next to the lap joint of web 438 with the vertical stiffener 440 ofside sill 410 (or 412, as may be).

Second, the construction of coil stop 430, and its mating engagementstrip of side sill 410 (or 412) differs from that of coil stop 280 andstrip 259 described above. As with coil stop 280, coil stop 430 has theconstruction of an I-beam 442 having flanges 443 and 444 lying in spacedapart vertical planes, and a web 445 lying in a horizontal plane betweenflanges 443 and 444. As above, web 445 is perforated, having lighteningholes indicated as 446. I-beam 442 is capped at either end by end plates448. However, rather than the horizontal pin arrangement of coil stop280, end plates 448 have toes 450 that extend past flanges 443 and 444in the longitudinal direction of car 400. Toes 450 each have rollers 452mounted to them to engage a load bearing member of the side sill, asdescribed below. In addition, a pair of perforated bars, or strips 451and 453 are welded to the laterally outboard faces of plates 448. Strips451 and 453 stand in parallel horizontal planes and extend outwardlyfrom end plates 448. The perforations 454 and 455 in strips 451 and 453are aligned with each other. Perforations 454 and 455 are slots havingan oblong shape to permit lateral tolerance in the placement of coilstop 430 relative to side sills 410 and 412.

Third, the construction of the top chord is different from that of topchord 250. As above, each of side sills 410 and 412 has the sameprofile, given that, in terms of primary structure, coil car 400 isstructurally symmetrical both about the longitudinal centerline and thetransverse central plane of the car. Each of side sills 410 and 412 hasa top chord assembly, generally indicated as 456, a bottom chordindicated as 457, and a webbing assembly 458 extending between the topand bottom chords. Webbing assembly 458 includes both a web sheet 460and stiffeners in the nature of posts 462 that extend between the topand bottom chords at longitudinal stations corresponding to thelongitudinal planes of the webs of cross bearers 418, to which they arewelded.

In contrast to the-dog-legged closed box section of top chord 258, topchord assembly 456 includes a trapezoidal hollow tube 464 having innerand outer walls parallel to the slope angle of web sheet 460, and aperpendicular base wall. The top wall 465 of hollow tube 464 is formedto lie in a horizontal plane. An inwardly opening C-shaped formedchannel member 466 has a back 467 and parallel legs 468 and 469. Leg 468lies upon, and is welded to, top wall 465, such that back 467 stands ina vertical plane. A cowling support bracket 470, is welded to back 467.Cowling support bracket 470 has the form of an angle having a relativelytall vertical leg 471 whose toe is welded to the outboard face of back467 of channel member 466, and a relatively short inwardly extendinghorizontal leg 472 that extends from the upper end of leg 471 inboardtoward the car centerline. Leg 472 is a flange having sufficient width(i.e., the length of the leg from the angle to the tip of the toe) tosupport coil cover 405 such as commonly used on coil cars to protect thelading from rain and snow. (More generally, covers such as cover 405 canbe used with each of the other embodiments described herein). Theupwardly facing surface of leg 472 and the corresponding upwardly facingsurfaces of end bulkheads 484 define respective longitudinal andtransverse edges of a rectangular periphery bounding the troughstructure. The interface surface of the boundary matches the footprintof cover 405, such that the trough structure, walkways and coil stopsare carried within the footprint (i.e., within the vertical projectionof area) of cover 405 when installed. Cover 405 is removable to permitloading of coils into the trough structure.

As best seen in the enlarged detail of FIG. 7 c, the upper face of leg468 provides a trackway, or bearing surface, upon which rollers 452 cantravel when coil stop 430 is not locked in place. Strips 451 and 453 arecarried on plates 448 at height to bracket upper leg 469 of formedchannel member 468 in a sandwich arrangement. Upper leg 469 hasperforations 473 such that a securement or locking member, such as pin474, can be inserted through strip 451, leg 469 and strip 453. Pin 474has a head 475 of sufficient size to seat on the upper face of strip451, and a link 476 to which a cable, chain, or similar retraction meanssuch as lanyard 290 can be attached. When pin 474 is installed, it is ina double shear condition. Two pins 474 are used at each end of coil stop430 at any given time.

The pitch of the oval, or oblong, holes, apertures, slots or namelyperforations 454 in strips 451 and 453 is slightly different from thepitch of perforations 473 in leg 469 such that a movement of less than afull pitch will cause a different set of holes to align, allowing afiner choice of positions. That is, the pitch of holes in leg 469 is 3inches. The pitch of the slots in strips 451 and 453 is 1.8 inches.Given the 8 slot arrangement, the different pitches are such that atleast 2 sets of slots and holes will line up at every 0.6 inch incrementin travel along the leg 467. In this way, perforations 454 in strips 451and 453, and perforations 473 in strip 469 act as co-operating indexingmembers. The pitch of one set of indexing members is different from thepitch of the other, such that the effective resolution, or incrementedgraduation, is less than either pitch by itself.

The mounting of rollers 452 on the extending lugs or toes 450, or lugs,of end plates 448 gives a relatively long wheelbase for coil stop 430and facilitates operation of coil stop 430. While rollers are preferred,in an alternative embodiment a polymeric slider pad could be used inplace of rollers as used in coil car 200. Nylon pads, or cushions, 477are mounted to the outside faces of flanges 443 and 444 in a position tocontact coils carried in the troughs, and tend to discourage damage tothe edge of the coils. Similar pads 478 are mounted to the inward faceof the end bulkheads 484.

In operation, rail yard personnel can ascend the end walkways 480 of car400 by means of the ladders 482 located at the corners of the car.Personnel can step over end bulkhead 484 and walk along the walkwaysprovided along any of troughs 422, 424, or 426. A step with a treadplate 486 is provided on end bulkhead 484 opposite the end of thewalkway of central trough 422. In stepping over each coil stop 430personnel can steady themselves with the assistance of the safetyappliances, namely handles 433 having the form of U-shaped, downwardlyopening hand rungs 488.

In the process of loading a coil, the coil stop pins are disengaged fromleg 469 and coils stops 430 are urged to positions leaving a long enoughspace for the coil (or coils, if more than one of the troughs is beingused) to be loaded. Each coil is lowered into place, typically by acrane. The next adjacent coil stops 430 are urged into position snugagainst the coil (or coils), or as nearly so as practicable, and thelocking members, namely pins 474 are engaged as shown in FIG. 7 b.Shimming or packing materials are used if required. The movement of coilstop 430 can be either by a single person working in the center trough,or by two persons co-operating to push on either side from the outertroughs. The next coil, or coils are placed in position, and furthercoil stops are moved into position, and so on.

FIGS. 8 a, 8 b and 8 c

In a further alternative embodiment, a coil car 500 can be constructedwith a center sill having a variable depth of section. As above, coilcar 500 is symmetrical about both it longitudinal centerline and atransverse axis at mid-span between trucks 26, 28, hence only a halfillustration is provided to represent both ends. Referring to FIGS. 8 a,8 b, and 8 c, the structure of coil car 500 includes a center sill 502extending longitudinally between rail car ends 504 and 506. Center sill502 is the primary longitudinal structural element in coil car 500 forresisting vertical loads. Longitudinally extending side sills 510 and512 are tied to centre sill 502 by an array of cross-bearers 509 thatextend outwardly and away therefrom. The arrangement of center sill 502,cross-bearers 509 and side sills 510 and 512 support trough structure514. Trough structure 514 has three parallel, longitudinally extendingtroughs 516, 497 and 518. Central trough 518 is arranged betweenoutboard troughs 516 and 497 and is carried at a lower height relativeto TOR than outboard troughs 516 and 497.

Examining center sill 502 in greater detail, it has a deep centralportion 520 located intermediate two relatively shallow end portions 522and 524. Central portion 520 has a constant depth of section. Thetransition from the relatively shallow section at end portions 522 and524 to the deep section at central section 520, occurs as a step, asshown in FIG. 8 a. A center sill of variable section, having shallowends to clear the trucks, and deeper mid-span depth, whether constant ortapered, are often referred to as fish belly center sills,Alternatively, in another embodiment, central portion 520 can have avariable depth of section, the depth of section being greatest at amid-span 70 distance between end portions 522 and 524. The maximum depthof section is provided at mid-span 70 to correspond to the location ofthe greatest bending moment. The transition from the relatively shallowsection at end portions 522 and 524 to the deep section at centralsection 520, occurs in a substantially linear fashion, that is, thesection tapers linearly moving away from the mid-span 70.

Center sill 502 is cambered such that, in an unloaded condition, themid-span clearance above top of rail is greater than at the truckcenters. The camber allows the center sill 502, in an unloadedcondition, to have a clearance above top of rail (TOR) at mid-span 70that is greater than the clearance above TOR at a location away frommid-span 70. In this way the depth of section of centre sill 502 atmid-span 70 can be maximized, while maintaining the minimum requiredclearance above (TOR) for the coil car when in a loaded condition.

Referring to FIG. 8 b, fish belly center sill 502 includes an upperflange 530, a lower flange 532, and a pair of parallel vertical webs 534and 536 that extend therebetween. Upper flange 530 of fish belly centersill 502 lies flush with the upper flange 526 of cross-bearers 509.Vertical webs 534 and 536 extend below lower flange 528 of cross-bearers509 to join lower flange 532. At the location where lower flange 528 ofcross-bearers 509 intersect with vertical webs 534 and 536, a gusset 538is provided between vertical webs 534 and 536. A plate 540 is welded tolower flange 532 of fish belly center sill 502 to provide additionalreinforcement.

In this embodiment, a different side sill configuration is used. Asshown in FIG. 8 b, each of side sills 510 and 512 includes a top flangeassembly 546 and a web 548. No bottom flange assembly or bottom chordmember is provided. The structure of side sills 510 and 512 does notextend below lower flange 532 of fish belly center sill 502. But ratherterminates at the level of the lower flange of cross bearer 509. Topflange assembly 546 has a top chord member 550 in the nature of a hollowrectangular steel tube 552. Web 548 has a bent upper margin welded tothe outer face of rectangular steel tube 552. Web 548 extendsdownwardly, and inwardly on an angle, and is attached to the ends ofcross-bearers 509.

The trough structure of coil car 500 is the same as trough structure 38of coil car 20, described above. A fish belly center sill coil car canalso be manufactured having the main sill and cross bearer constructionof coil car 500, and the trough structure of either coil car 200 or coilcar 400, as shown in the Figures and described above, including internalwalkways in the central or side troughs, or both. It will be understoodthat a center sill coil car, as shown in FIGS. 8 a, 8 b and 8 c, canhave coil stops such as coil stops 180 or 230, and coil stop retentionmeans as described above.

A preferred embodiment has been described in detail and a number ofalternatives have been considered. As changes in or additions to theabove described embodiments may be made without departing from thenature, spirit or scope of the invention, the invention is not to belimited by or to those details, but only by the appended claims.

1. A coil stop for a rail road coil car, the coil car having a troughstructure in which to carry coils, said coil stop comprising a beammember for spanning the trough structure, said beam member having afirst end, a second end, and a medial portion extending between saidfirst and second ends, and said coil stop having rollers rotatablymounted at said first and second ends to facilitate positioning of thecoil stop relative to the trough structure, attachments mounted at saidfirst and second ends of said beam member by which to secure the coilstop in a fixed position relative to the trough structure, and saidattachments include a first perforated plate extending from said firstend of said beam member, and a second perforated plate extending fromsaid second end of said beam member.
 2. The coil stop of claim 1 whereinsaid first perforated plate is one of a first pair of spaced apartperforated plates extending from said first end of said beam member, andsaid second perforated plate is one of a second pair of spaced apartperforated plates extending from said second end of said beam member. 3.A rail road coil car comprising: a rail car body supported by rail cartrucks for rolling motion in a longitudinal direction; said rail carbody including a trough structure for carrying coils, and at least onecoil stop for restraining coils loaded in said trough structure; saidcoil stop including a beam member for spanning the trough structure,said beam member having a first end, a second end, and a medial portionextending between said first and second ends of said beam member, saidcoil stop having rollers mounted at said first and second ends of saidbeam member to facilitate positioning of the coil stop relative to thetrough structure; said coil stop being movable along said troughstructure; and a trackway mounted to said body for guiding the coil stopalong said trough structure; said rollers and said trackway beingco-operable to permit motion of said coil stop along said troughstructure.
 4. The coil car of claim 3 wherein: said trough structureincludes a first longitudinally oriented trough; said rail oar bodyincludes first and second side sills extending along said troughstructure; and said trackway is mounted to said side sills.
 5. The coilcar of claim 4 wherein said trackway includes a first portion mounted tosaid first side sill and a second portion mounted to said second sidesill, said beam member spans said trough, said first end of said beammember is mounted to said first side sill and said second end of saidbeam member is mounted to said second side sill.
 6. The coil car ofclaim 3 wherein said coil stop has a step mounted on said beam memberbetween said first and second ends, whereby persons walking along thetrough structure can more easily climb over said coil stop.
 7. The coilcar of claim 6 wherein said step includes a tread plate mounted uponsaid beam member.
 8. The coil car of claim 6 wherein said step ismounted centrally on said beam member.
 9. The coil car of claim 6wherein a hand grab is mounted to said beam member adjacent to saidstep.
 10. The coil car of claim 6 wherein a pair of first and secondhand grabs are mounted to either side of said step.
 11. The coil car ofclaim 9 wherein said hand grab is an upwardly extending hand rung. 12.The coil car of claim 6 wherein said beam member includes a horizontalweb, and said step is mounted to said horizontal web.
 13. The coil carof claim 12 wherein said horizontal web has lightening holes definedtherein.
 14. The coil car of claim 3 wherein said body has at least afirst indexing member mounted thereto; and at least one of said firstand second ends has a second indexing member mounted thereto, saidsecond indexing member being co-operable with said first indexing memberto maintain said coil stop in a fixed position relative to said troughstructure.
 15. The coil car of claim 3 wherein: said beam member haslugs mounted at said first end, and lugs mounted at said second end; andsaid rollers mounted on each of said lugs at said first and second ends.16. A coil stop for a rail road coil car, the coil car having a troughstructure in which to carry coils, said coil stop comprising a beammember for spanning the trough structure, said beam member having afirst end, a second end, and a medial portion extending between saidfirst and second ends, and said coil stop having rollers rotatablymounted at said first and second ends to facilitate positioning of thecoil stop relative to the trough structure, and said beam memberincludes a first flange, a second flange, and a web extending betweensaid flanges, said flanges being spaced apart a distance; and saidrollers are mounted on toes that extend past said flanges.